Aerodynamic aircraft brake



Nov. 11, 1958 1;..1. HAND, SR Re. 24,

AERODYNAMIC AIRCRAFT BRAKE Original Filed Oct. 1, 1953 4 Sheets-Sheet 1INVENTOR. GEORGE J. HAND,5R.

. mm mm wv mm mm mm 3 mp @m N. @w .2 3 w wm. 9

ATTORNEY G. -J. HAND, SR

AERODYNAMIC AIRCRAFT BRAKE Original Filed Oct. 1, 1953 Nov.'11, 1958 4Sheets-sheaf. 2

INVENTOR. GEORGE J. HAND, SR.

gan

ATTORNEY- G. J. HAND, SR

Nov. 1 1958 AERODYNiAMIC AIRCRAFT BRAKE Original Filed Oct. 1, 195:5

.4 Sheets-Shegt 3 INVENTOR. czonce .1 HAND, SR.

ATTORNEY Nov. 11, 1958 G J, AND,SR Re. 24,561

AERODYNAMIC' AIRCRAFT BRAKE 4 Sheets-Sheet 4 Original Filed Oct. 1. 1953FIG. II

INVENTOR.

GEORGE .J.HAND, SR. M H. M

ATTOR NEYv United States Patent AERODYNAMIC AIRCRAFT BRAKE George J.Hand, Sr., Baltimore, Md., assignor, by mesne assignments, toDecelo-Chute Corp.

Original No. 2,729,409, dated January 3, 1956, Serial N 0. 383,431,October 1, 1953. Application for reissue October 1, 1957, Serial No.687,834

10 Claims. (Cl. 244-113) ,Matter enclosed in heavy brackets appears inthe original patent but forms no part of this reissue specification;matter printed in italics indicates the additions made by reissue.

This invention relates to an aircraft brake and particularly to acanopy-type brake adapted to be contained in a tubular housing andprojected into the wind stream or retrieved into the tubular housing asmay be desired.

In the landing of aircraft, particularly high speed aircraft, it is verydesirable that means be provided for braking the speed of the aircraftas it comes in for a landing. Heretofore many types of landing deviceshave been provided for braking the speed of aircraft and various typesof decelerating chutes have been attached to aircraft for this purpose.However, the heretofore known decelerating chutes have been highlyunsatisfactory in operation and cumbersome and dangerous to use.

In the construction according to the present invention 1 movable deviceis formed comprised of a decelerating :hute [is] housed in a tubularmember and a pilot chute engaging the end of said tubular member whichdevice may be withdrawn bodily out of the airstream into an inoperativeposition within the aircraft against a bias urging the device [andbiased] into operative position, so that when [it] the device isreleased it will project he pilot chute end of the device out of theaircraft into he air stream so that [a] said pilot chute will be ex-:osed to the relative air stream and will pull the brake :hute out ofthe tubular housing and cause it to expand .0 apply braking [pressure]drag to the aircraft. After he aircraft has been [stopped] deceleratedthe deceleratng chute may be readily retrieved into the tubular housngwhile forcing the pilot chute against the end of the zousing and [at thesame time] synchronously withlrawing the [projectile housing] deviceinto the aircraft .0 that the entire device will be stored indoors andwith- )ut danger of being accidently whipped out during maieuvering ofthe aircraft.

It is accordingly an object of the invention to provide LEI. improvedaircraft brake.

It is a further object of the invention to provide an mproved housingfor a brake chute.

It is a further object of the invention to provide a rerieving devicefor retrieving a chute after being used and means for housing theretrieved chute.

It is a further object of the invention to provide a e[tractor]tractilehousing for storing the housed chute nd its pilot chute as a unitarydevice indoors in the :ircraft.

It is a further object of the invention to provide means or jettisoningthe chute in the event of emergency.

Other objects and many of the attendant advantages tthe presentinvention. will be apparent from the fol lowing detailed descriptiontaken in conjunction with the accompanying drawing in which: Figure 1 isa side elevation of an aircraft landing by the aid of the deceleratingchute according to the in-' vention;

Figure 2 is a perspective view of the chute control apparatus in loadedposition as a biased unitary device, in

its attitude of complete housing indoors of the aircraft;

Figure 3 is an enlarged sectional elevation through the loaded chuteprojector taken substantially on the plane indicated by the section line33 of Figure 2, as the: unitary device is housed indoors in theaircraft, as is also shown in dotted lines in Figure 7;

Figure 4 is a cross section through the projector taken substantially onthe plane indicated by the section line 4-4 of Figure 3;

Figure 5 is a longitudinal section through the jettison release jawstaken substantially on the plane indicated by the section line 5-5 ofFigure 3;

Figure 6 is a cross section through the release taken substantially onthe plane indicated by the section line 66 of Figure 2; I

Figure 7 is a side elevation of the [projector in release position]device in its relation to an illustrative aircraft, showing in dottedlines the complete assembled device, as shown in Figure 3, in itsinoperative position indoors in the aircraft with the pilot chute out ofcontact with the airstream, and showing in full lines the tubularhousing of the device in its bodily projected operative position withthe outer end thereof disposed in the air stream,

with the pilot and deceleration chutes disassembled therefrom and notshown herein, but being rearwardly dispos d in the general positionsthereof indicated in Fig. 1;

Figure 8 is an end view of the projector taken substantially on theplane indicated by the section line of Figure 7; [and] Figure 9 is aschematic diagram of the retriever circuit[.];

Figure 10 is an elevation of the pilot chute in its fully inflatedcondition, broken away to show the illusa tubular housing 20. Preferablythe aircraft 10 is provided with landing wheels 22 so that the craft maybe propelled along a surface after landing.

The brake chute or load chute 12 is provided with a plurality of loadrelief valves 24 so that the chute 12 is protected against shock whenbeing projected into the' airstream and opened at high speed. The shroudlines 16 are connected to the control line 18 which is preferably anylon strap of suitable width which is connected to a D ring 26 forconnecting with the jettison jaws pres- Y ently to be described.

The tubular housing member for the chute 12 is provided with a pair ofguide brackets 30 and 32 which are mounted on a suitable base 34 whichis adapted to be mounted within the aircraft. The base 34 is preferablyof T-shape formation and has mounted thereon a pair of upstandingbrackets 36 and 38 in which is journalled a shaft 40. The [platform]base 34 may be [mouned] mounted in the aircraft by any suitable meanssuch as the mounting brackets 42 and 44 (Figures 7 and 8). A windingdrum 48 is mounted on the shaft 40 and rigidly attached thereto and ispreferably of substantial hollow construction and has the end members 50and 52. The control line 18 having the D-ring 26 is connected to thedrum 48 by means of a pair of arcuate jaws 56 and 58 mounted on theinterior of the drum [38] 48 by means or pivot pins 60 and 62. Thepivoted jaws 56 and 58 [are provided with forwardly leaning jaws 6'4 andrear openings] at their forward ends normally tightly abut at 64, and attheir rear ends are spaced to define an opening 66. A tapered wedge 68is adapted to slide transversely. of the opening .66 and forces the jaws[64 into closed position] 56 and 58 about their respective pivots 6,0and '62 to maintain their tight abutment at 64 so that the D ring 26 maybe rigidly retained in the drum which is provided with an aperture 70for receiving the D ring 26. For controlling the wedge 68 a guide track72 is journalled on a guide shaft 74 and maintained in non-rotativeposition by means of suitable guide pins 76'. The guide plate 72 isprovided with a forward track 78 which provides an annular groove 80 andin which slides a head 82 of the tapered wedge 68. Springs 84 positivelyurge the plate 72 along the shaft 74 toward the drum 48 so that thewedge 68 is urged to penetrate [a transverse position] transverselybetween the jaws 56 and 58 so that the jaws [64] are pressed into firmrelation at 64 to retain the D ring 26. An actuating rod 86 is connectedto the plate 72 and is controlled by means of a solenoid SK -which willbe controlled by means of a manual switch 90 so that the operator mayelectromagnetically withdraw the wedge 68 from between the jaws 56 and58, permitting the jaws to separate at 64 to release the D ring 26, andthereby to jettison the chute at any time to prevent undue stresses tohis craft.

The drum 48 is driven by an electric motor 92 which is mounted on thebase 34 and has a pilot controlled clutch 94 in driving relation withthe shaft 40 and a magnetic clutch 9.6 is mounted on a standard 98 andcontrols the position of the shaft 40. The magnetic clutch or brake 96being controlled by a control switch 100 under the control of a pilotof-the vehicle.

The tube being slidable in the brackets 30 and [42] 32 is provided withresilient or biasing means 104 which positively urge the tube 20 to aprojected position because of the connection of the resilient means 104with the-guide bearing 32 and a collar 106 fixed on the tube 20.Resilient bumpers 108 and 110 are mounted on the [bearings] brackets 30and 32 respectively so that the collar 106 will be cushioned when itcomes in contact with either of the [bearing plates] brackets 30 or 32.

The motor 92 is supplied with energy from any suit- I able device suchas the battery 114 and is controlled by means of a pilot control switch116 and an automatic stop switch 118.

The pilot chute 14 encloses a plurality of spring ribs 14, biasedoutwardly from a common center. Each rib extends from an outwarddownwardly hooked end 13, across a lower eye 23, formed of several turnsof the resilient wire comprising the rib, and to termination in aspringfinger 25. A mounting spool 27 is provided, having a lower flange 29, anupper flange 31, preferably largerthan flange 29, and a connecting strut33. The lower flange 29 mounts pairs of generally radial ears 37. Pins39vpass respectively through each pair of ears and through the eye 23 ofthe instant rib. The spool 27 connects to the apex of the pilot chute 14by a flexible line 41, and each hook portion or end 13 is connected tothe inner surface of the pilot chute 14 well above the peripheral;margin 15 thereof. The pilot chute 14 is connected to the apex of thedeceleration chute 12 by shroud lines Under conditions of inflation ofthe pilot chute 14, the spring ribs 14 extend at small angles to acommon horizontal plane containing the pins 39, and the relation of rib14' to its terminal spring finger 25 is of optimum angularity, but underbias toward increasing relative angularity. In this condition ofinflation the spring ribs extend appreciably beyond the tube 20 in aprojection of the latter. When the deceleration parachute 12 is pulledinto the then projected tube 20, tension is applied to the shroud lines22 of the pilot chute 14, and as these shroud lines are drawn into theopen end of the tube 20 they begin to pull the peripheral margin 15 ofthe pilot chute 14 thereinto. At a predetermined point in the inwardconvergent motion of the pilot chute the springs ribs 14' are caused tobear (through the pilot chute) against the end of tube 20. Continuedinward motion of the pilot chute into tube 20 causes progressive flexingof the spring ribs against the resistance of the spring fingers 25. Asthis increases the downward force against the lower flange 29 of thespool, the latter is biased downwardly, exerting tension on the flexibleline 41 which pulls in the apex of the pilot chute canopy and thusenhances the spilling of the air, initiated by the convergence of theperipheral margin 15 of the pilot chute. At a desired point in theinward motion of the pilot chute the hook portions 13 of the spring ribsoverlie and engage the end of the tube 20. At this point the spring ribsv14' have a wide angle of divergence from the horizontal planecontaining the pins 39 and the angular relation of the ribs 14' to thespring fingers'25 is most acute. At this point also the larger upperflange 31 has abutted the respective spring ribs 14 and anchored each inits hooked engagement with the end of tube 20. The pilot chute is thenmostly within tube 20, and continued tension on the deceleration chute12 through shroud lines 22 and pilot chute 14 forcibly retracts tube 20into the aircraft.

In the operation of the construction according to the device, thecontrol line 18 will be passed through the tubular housing [40] 20 andthe D ring will be positioned in the jaws 56 and 58 and the wedge 68will be moved into position to lock the D ring in position. [Closing theswitch 116 will then start the motor 92 which will wind up the controlline 18 and the shroud lines 16 into] Having clutch 94 engaged, closingthe switch 116 will start the motor 92 driving drum 48 on which controlline 18 and shroud lines 16 will be wound as they are drawn through thetube 20 and cause the decelerating chute 12 to be moved into [housing]housed position in the tube 20. The [parachute] flexible fabric pilotchute 14, of greater effective diameter than'the' end of the tube 20, byreason of spring ribs 14', will then come in contact with the end of thehousing tube 20, and because of the springs ribs 14' therein will engagethe end of the housing 20 and cause the housing 20 to move [forward]inward against the tension of the spring 104 until it is inside the bodyof the aircraft. When the housing containing the deceleration chute andmounting the pilot 'chute engaging the housing, as an assembled devicehas moved into completely [retrieved] retracted position within theaircraft, the collar 106 will actuate the switch 118 so as to decontrolthe motor 92 and allow the magnetic clutch 96 to actuate to engage theshaft 40 as a brake and prevent its turning. This anchors control line18 under tension from springs 104.

When the aircraft comes in for a landing the pilot will [energize]actuate the clutch 96 [and disconnect the reel 48 from the motor 92which will release the tube 20 which under the impetus] disengagingshaft 40 and allowing it to turn. Simultaneously clutch 94 is disengageddisconnecting motor 92 from shaft 40 and allow-' l4 outwardly throughand from the body oftheaircraft into the slip or relative air stream sothat the pilot chute 14 will be entrained by the slip stream which willpull the chute 12 out of the tube 20 which will distend to the fulllength of the shroud 16 and the control'line 18. The opening of thechute will be controlled by means of a relief valve 24 so that thesudden shock will not destroy the canopy and the load will be graduallyapplied thereto so that the valves 24 may close and the chute or canopyretain its complete effectiveness over varied load or speed range sothat the device will be operative as a brake at high speed with thevalves open and effective at low speed with the valves closed so thatover the complete stopping interval the decelerator chute 12 will beefiective to control or reduce the speed of the aircraft 10.

In the event of emergency when it would be necessary for the aircraft toimmediately take off again, or in case the chute 12 should become fouledor otherwise disabled, the pilot may readily jettison the chute 12 by[pressing the] simultaneously disengaging clutches 94 and 96 and closingswitch 90 so that the wedge shaped rod will be withdrawn from betweenthe jaws 56 and 58 allowing the jaws [64] to open at 64 and drop the Dring 26 so that the craft will be immediately free of the restraint ofthe chute.

For purposes of exemplification a particular embodiment of the inventionhas been shown and described according to the best present understandingthereof. However it will be apparent to those skilled in the art thatvarious changes and modifications may be made in the construction andarrangement of the parts thereof without departing from the true spiritand scope of the invention.

What is claimed as new is as follows:

1. A deceleration brake for an aircraft comprising a canopy, Shroudlines on said canopy, an automatic pilot chute attached to said canopy,a control line attached to said shroud lines, a storage tube for saidcanopy, mounting brackets adapted to mount said tube in an aircraft,said tube having limited sliding movement in said brackets whereby theouter end of said tube is movable to a first position within or a secondposition outside the body of an aircraft, said control line extendingthrough said tube, a [reel] drum mounted in alignment with said tube,biasing means urging said tu-be to [distended] its second position,means for operating said [reel] drum to [retrieve] retract 'said controlline to store said canopy in said tube, means on said pilot chuteengaging said tube whereby said tube is moved to retracted position, andcontrollable [jaws] means attaching said control line to said [reel]drum.

2. A deceleration brake for an aircraft comprising a canopy, shroudlines on said canopy, an automatic pilot chute attached to said canopy,a control line attached to said shroud lines, a storage tube for saidcanopy, mounting brackets adapted to mount said tube in an aircraft,said tube having limited sliding movement in said brackets whereby theouter end of said tube is movable to a first position within or a secondposition outside the body of an aircraft, said control line extendingthrough said tube, a [reel] drum mounted in alignment with said tube,biasing means urging said tube to [distended] its second position, meansfor operating said [reel] drum to [retrieve] retract said control lineto store said canopy in said tube, said pilot chute incorporating meansengaging said tube whereby said tube is moved to [retracted] its firstposition, jettison jaws releasably attaching said control line to saiddrum, including a pair of arcuate jaws pivoted in said [reel] drum, asliding wedge mounted transversely at one end of said jaws, and meansfor moving said wedge transversely of said jaws.

3. A deceleration brake for an aircraft comprising a. can p shroud lineson said canopy, an automatic pilot chute attached to said canopy, acontrol line attached to said shroud lines, a storage tube for saidcanopy, said control line extending through said tube, a [reel] drummounted in alignment with said tube, biasing means urging said tube to[distended] extended position, meansfor operating said [reel] drum to[retrieve] retract said control line to store said canopy in said tube,said pilot chute comprising means engaging said tube whereby said tubeis moved to retracted position, jettison jaws releasably attaching saidcontrol line to said drum, including a pair of arcuate jaws pivoted insaid [reel] drum, a sliding wedge mounted transversely at one end ofsaid jaws, and means for moving said wedge transversely of said jaws, ahead on said wedge, an annular guide receiving said head, biasing meansurging said guide toward said [reel] drum, and means for moving saidguide away from said [reel] drum to withdraw said wedge from betweensaid jaws.

4. A jettison connection for attaching a line to a reel comprising apair of jaws pivoted in said reel, said reel having a recess exposingone end of said jaws, a wedge movable into and out of contact withtheother ends of said jaws, a head on said wedge, a guide track concentricwith said reel, said head being received in said guide track, biasingmeans urging said guide track toward said reel to maintain said wedge incontact with said jaws, and means for moving said guide track away fromsaid reel.

5. A deceleration device for aircraft, comprising a parachute, a controlline attached to said parachute, a pilot chute attached to saidparachute, a storage tube for said parachute, storage-tube engdgingmean-s operatively associated with said pilot chute, said control lineextend ing into said tube, means for guiding said tube for movementbetween a first position wherein the outer end of said tube is whollywithin the body of an aircraft out of contact with the relative airstream and a second position in which said end is extended fromsaidaircraft into contact with the relative air stream, means for movingsaid tube from its first to its second position, power means operativeon said control line to pull said parachute into said tube for storagetherein as said storage-tube engaging means associated with said pilotchute engdges said tube to move said tube fromits second into its firstposition.

6. A deceleration device as in claim 5, and means under the control ofthe pilot for detaching said parachute from said power means.

7. A deceleration device as in claim 5, in which the means for movingsaid tube from its first to its second position comprise spring means.

8. A deceleration device for aircraft, comprising a para chute, a pilotchute connected to said parachute, spring ribs on said pilot chute and amovable storage tube, said tube having limited motion in such aircraftbetween a first retracted position in which the outer end of said tubeand said pilot chute are fully enclosed within the aircraft and out ofthe relative air stream thereover and a second extended position inwhich the said outer end and part at least of said pilot chute areoutside of the aircraft and in the relative air stream whereby the pilotchute is engaged by the relative air stream'to pull the parachute out ofsaid tube and into drag-creating position in said relative air stream,and means for pulling said parachute into said tube and said spring ribsof said pilot chute into operative engagement with the end of said tubeto move the latter into said first position.

9. A deceleration device as in claim 5, in which the pilot chute is offlexible fabric.

10. A deceleration device for aircraft, compria'ng a movable unit formedof a tubular member, a parachute disposed in the tubular member, and apilot chute atlocked to the parachute susceptible to inflation andrelative collapse, means mounted on said pilot chute overlying saidtubular member in projection to establish that in its said relativecollapse it is at least partially of greater diameter than andengageable with the end of the tubular 7 8 member, means mounting gs-aidunit for movement be- References Cited in the file of this patent tween11 firs) retracted posi'tion'wherein it is wliollywnz n P closed within-the aircraft out of conmeewith the game UNITED A S- PATENTS airstrearizand a second extended posmom m which the oute r end of said tubularmember and a'p'ortion at least 5 'Burford' 1912 of the pilot chute areprojected out of the aircraft and 24513367 Hefieman July 1950 into therelative airstream in position to energize the 2634924 Brown 1953 pilotchute to withdraw the paraehute from! said tube for decelerating the'aircraft, and means under the control of the pilot of the aircrafrforselectively moving said-unit l0 between its respective positions.

2,729,408 Quilter Jan. 3, 1956

